1968 Dodge Charger
 

1968 Dodge Charger,

The 'base performance' Charger, with a 383/330 HP engine.

Charger 383/330 HP production numbers were '19,012' (18,754 - Automatics) and 'only' (258 4-Speeds)

Coming in at #3653 lbs., and with an 11.07 Wt/Hp factor.

Actually a fairly good Weight/Horsepower factor for the track, as the 1968 Charger 383/330 HP was classed in G/S or G/SA.

Coming out of the 'showroom' with 3.23 Sure-Grip Gears, performance was respectable.

* 4-Speed.............15.30 @ 90.2 MPH
* Automatic...........15.46 @ 89.1 MPH

The 'only' Gears available from the factory for the Charger 383 was either the 'Standard' 3.23 - or the 'Optional' 3.55's.

With 3.55's, you could get the Charger 383 into the 14.95 range.

http://ts2.mm.bing.net/th?id=H.49873...28901&pid=15.1

http://www.dodgecharger.com/forum/in...ch=46508;image

Re: 1968 Dodge Charger
 

Somewhere I have a picture of my red/black '69 Charger SE at Lakeland in Memphis.
I remember it clocking 15.20's (383-TorqueFlight) on a regular basis so your numbers are "right on".
Now, I have to dig that picture out from that old box!

Re: 1968 Dodge Charger
 

Never realized the 'limited' productions numbers for the Charger 383 '4-Speed'.

Only 258 out of 19,012 'Charger 383' cars produced, were 4-Speeds. (1.4%).

Found an old article, stating that Chrysler was worried about the 4-Speed drivers
getting too rough with the near #3700 lb. Charger, and destroying the drive-train components.

"Limited 4-Speeds = Limited Warranty Repairs"

Charlie A,

Performance numbers sound 'right on'. My friend ran his 'stock' 1968 Charger 383 in H/SA in 1969.

15.30's @ 92 MPH.

Also confirmed, the 1968 Charger 383/330 HP 4-Barrel was 'not' the 383/335 HP 'H-Code engine that
was found in the 1968 Dodge Super Bee.

The 1968 Charger '383 4-Barrel' did 'not have the 440 Camshaft, Valve Train, Windage Tray and 440
Exhaust System.

Option Engine Code #062 (383 4-Barrel)

Available in 1968 Dodge
A-Body Cars......GTS 383
B-Body Cars......Charger, Coronet, Corner Deluxe, Coronet Model 440 and Coronet 500
C-Body Cars......Polara and Monaco

http://www.dodgecharger.com/forum/in...ch=46508;image

Re: 1968 Dodge Charger
 

I was a kid working in a body shop for the local Chrysler/Dodge/Plymouth dealer back in 70-71.

What I wish I could go back and buy.

Dealer drove one of the Hurst 300's.

LOTS of muscle on the streets and on the lot back then.

Delta farmers were making tons of money in that period.

Seems like every one was driving a factory hot rod.

Leaving the office. Have to get home and find that Charger pic.

Re: 1968 Dodge Charger
 

I know what you mean.

My father had an Amoco Service Station and 'Semi-Performance Shop' starting in 1967.

Surrounded by Ford, Chevy, and Plymouth Dealerships.

The Service Station was only 20-Minutes from Dover Drag Strip, and every Friday and
Saturday night the place was filled with kids with new Performance Cars, fine-tuning them for Sunday.

Everybody who got out of the Army, bought a 'Musclecar'.

I remember the 'Coke-Bottle' style of the new 1968 Chargers. They just looked 'COOL' with the
double round tail-light assemblies.

Also an excellent car for 'Power-Brake Burn-Outs'

http://ts4.mm.bing.net/th?id=H.49626...93491&pid=15.1.

Re: 1968 Dodge Charger
 

Edge,

The early 1968 Dodge Charger 383 cars utilized the 'Dual-Snorkel'
Air Cleaner, and the units did 'not' have an engine identification 'pie tin insert'.

http://www.dodgecharger.com/forum/in...ch=46508;image

Other 'standard' items
* Open Rear-End w/3.23 Gears
* Drum Brakes (10" x 2.5") (Front and Back)
* .90" Torsion-Bar
* .94" Front Sway-Bar
* 4.5 Leaf Rear-Springs
* 1" Shock Absorbers
* 22" Radiator

Note; The R/T Package was 'not' available with the 1968 Charger 383.

Re: 1968 Dodge Charger
 

Motor Trend October 1967

http://www.coverbrowser.com/image/motor-trend/167-2.jpg

The 'first' 1968 Charger 383/330 HP tested, was an automatic with a 3.23 'open rear'.

Performance Results.......15.47 @ 91 MPH

Test Club Complaint / Recommendation

A) Needs a Sure-Grip rear. The car left a single rubber-stripe about 120 feet long.

B) Recommend a 3.55 Gear-Ratio. The 3.23's are highway friendly, but not good enough to unleash
the low-end torque of the 383 engine. 3.91 Gears would be nice, but they are not available on this
model from the factory.

C) Bigger Tires than the 7.35 x 14" (25.8" Diamater). The little 'Baloney Skins' are near useless, unless you
like to leave long burn-out marks on the pavement. An F-70 x 15" tire would be better suited for
this long-nose car.

D) Could use a little more Camshaft. Low-end torque was good, but the engine wants to open up on the
Top-End.

E) The engine did get 'hot' after a few test runs. The 22" Radiator is adequate, but the Optional 26" unit
would be a better suited for this Big-Block engine.

F) The 727 Automatic Transmission was consistent and moved into gears well.. But for increased performance,
a valve-body shift kit would enhance shift-points

Re: 1968 Dodge Charger
 

Car and Driver (October 1967)

Found that the Charger 383 had a 'special driveshaft' with a round-disc
welded to the front of the driveshaft called an 'inertia-yoke' to help
eliminate vibration.

Part #2852162 (3.00" tube diameter driveshaft)

And the 383/330 HP with the 727 Automatic Transmission had a
'special' 10.75" (2350 RPM Stall) Torque Converter (Part #2801764).

Their 'Press Test Car' was equipped with a Torque-Flite Automatic
Transmission, 3.23 Gears w/Sure-Grip, and Red-Line F-70 x 14" tires.

Performance Results.........15.35 @ 91.7 MPH

Note; 'Car and Driver' Magazine was dissapointed, as the original 'Test Car'
was supposed to be a 4-Speed Charger 383, but the car experienced
electrical problems and was not delivered to the Magazine test location.

http://www.coverbrowser.com/image/ca...river/82-3.jpg

Re: 1968 Dodge Charger
 

Quote: "Found that the Charger 383 had a 'special drive shaft' with a round-disc
welded to the front of the drive shaft called an 'inertia-yoke' to help
eliminate vibration."



i just sold my 69 440 r/t 4-speed, Dana car. i had some extra parts that someone had gathered, one part was that drive shaft w/ the ring on it, i thought it was some sort of dampener but was not sure till you posted that info....

Re: 1968 Dodge Charger
 

Keith,,,,,,,

Here it is,,,,,,,Type #7290

The 383 unit with an 8 3/4" Rear utilized the 52.07" length driveshaft.
The 440 unit with the 9 1/4" Dana Rear utilized the 50.96" length driveshaft.

http://www.dodgecharger.com/forum/in...ach=3606;image

Re: 1968 Dodge Charger
 

December 1967

High Performance Car Magazine

Taking a looking at the 'new' 1968 Charger 383 (4-Speed) compared to last year's 1967 Charger 383 (4-Speed).

Article; 'Did We Miss Something At The '1967' Dodge Rebellion, And Did We Now Catch '1968' Dodge Fever.

Part 1

'1967' 383/325 HP 4-Barrel
325 Horsepower @ 4800 RPM
425 Foot Pounds of Torque @ 2800 RPM
10.00 to 1 Compression Ratio
Performance.................15.92 @ 86.7 MPH

'1968' 383/330 HP 4-Barrel
330 Horsepower @ 5000 RPM
425 Foot Pounds of Torque @ 3200 RPM
10.00 to 1 Compression Ratio
Performance.................15.15 @ 92.1 MPH

We asked, where did the nearly (-.77) quicker times come from, despite only a (+5) Horsepower increase in engine output.
Is the 1968 383/330 HP engine underrated, or is the 1967 383/325 HP grossly overrated. Or, is Chrysler completely
'off-the-charts' in listing the Advertised Horsepower rating of the 383 4-Barrel at '330' in the 'new' 1968 Dodge Charger 383.

Both cars have the near identical shipping weight - (1967 Charger '383' #3650 lbs.) and the (1968 Charger '383' #3653 lbs.)

High Performance Car will take a look at the major differnences;

For 1968, the 383 Engine has a different rotating assembly, though the bore and stroke sizes are identical.
The 1968 engine has a Piston positive deck height of (+.014), while the older 383 has a (-.007) below deck
Piston height.

The 1968 Cylinder Heads (Casting #2843906) are Open-Chamber style, with a 79.5 CC combustion chamber volume,
while the older 383 uses the (Casting #2406516) Closed-Chamber style with a smaller 73.5 CC combustion chamber
volume.

The difference in Cylinder Head and Piston Deck makes no change in either 383 Compression Ratio of 10.00 to 1.

Chrysler has stated that the 'Open-Chamber' design will improve cylinder volume flow, and that the new #2843906
casting will increase CFM flow, due to improvements in the port design.
------------------------------------------------------------------------------------------------------------------------------------------------------------------

Both Cylinder Heads utilize the 2.08" 'big-valve' Intake, but the 'new' 1968 Cylinder Heads have 10% larger Intake Ports,
which now have a radius-type design instead of the older 'flat-floor' intake port shape.

The new 383 Cylinder Head now utilizes a 1.74" Exhaust Valve, while the 1967 and earlier 383 Cylinder Heads carry
a 'small-valve' 1.60" Exhaust.

The bigger exhaust valve, larger throat area opening, and improvements in the exhaust port design (less restrictive bends)
increases exhaust flow by 18%.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------

Both the 1967 383 and 1968 383 utilize the same Valve-Train. The Camshaft unit has a lift of .425 Intake and .437 Exhaust,
with a Duration of 256* Intake and 260* Exhaust, and with an Overlap of 32*

Valve Springs remain the same, with a load rating of #134 lbs. with the Valve Closed, and #208 lbs. with the Valve Open.
-------------------------------------------------------------------------------------------------------------------------------------------------------------------------

A big difference was found in the cast iron Dual-Plane Intake Manifold. The 1967 unit (Casting #2205968) which has been a major
complaint with 383 performance-minded drivers, has been replaced with a new larger runner and improved flow cast iron
Dual-Plane intake (Casting #2806301).

The 1968 Intake Manifold has 10% 'greater' Branch sizes, and a 50% increase in Runner-sizes.

Also, the carburetor mounting bore sizes have been increased from the 1 7/16" (Primary) and 1 9/16" (Secondary) on the
1967 Intake Manifold, to an equal 1 11/16" (Square-Bore size) on the 'new' 1968 Intake Manifold.

The incease in 'branch and runner' sizes, and larger sized throttle bore openings will provide for a significant improvement
in performance at the higher RPM levels.

Re: 1968 Dodge Charger
 

'Did We Miss Something At The '1967' Dodge Rebellion, And Did We Now Catch '1968' Dodge Fever'

Part 2

The 1968 Charger 383 Carburetor is a new design Carter AVS, that carries an 'advertised' CFM rating of 625,
(true rating of 637 CFM's). This vacuum secondary operated Carburetor has 1 7/16" Primary Throttle-body openings,
but has larger 1 11/16" Secondaries for increased air/gas flow mixture.

The 1967 Charger 383 is equipped with the sometimes 'pesky' Carter AFB, which carries a 575 CFM rating. This
carburetor also utilizes a 1 7/16" Primary, but has a smaller 1 9/16" Secondary Throttle-body opening.The
'mechanical' secondaries can be problematic at times, letting the mixture get 'too lean'.

The new' Carter AVS (Air-Valve Secondary) utilizes an 'air-valve' for the secondaries. As the throttle is opened,
air-vacuum slowly pulls down on the secondary throttle plates. This way, the mixture is kept from getting 'too lean'.
This also improves the all important 'Venturi-Effect'.
-------------------------------------------------------------------------------------------------------------------------------------------------------------------

There is no change from the 1967 Charger 383 Dual-Snorkel and the 'new' 1968 Charger 383 Dual-Snorkel Air Cleaner.
------------------------------------------------------------------------------------------------------------------------------------------------------------------

Ignition remains the same with always reliable Single-Point Distributor with a Vacuum-advanced unit.
------------------------------------------------------------------------------------------------------------------------------------------------------------------

Re: 1968 Dodge Charger
 

'Did We Miss Something At The '1967' Dodge Rebellion, And Did We Now Catch '1968 Dodge Fever'

Part 3

It is obvious that there is a significant difference in the 'driver-side' Exhaust Manifold unit..

The 1967 Charger 383 utilized a standard unit (Casting #2532626) which is the same manifold found on the
'intermediate' 383 2-Barrel 'non-performance' engines. These are somewhat restrictve units, that do effect exhaust flow
from the left side engine bank.

The 1968 Charger 383 now has a 'new design' High-Perfomance exhaust manifold (Casting # 2843992) with extended
header-type passages that have a wind-swept flow design which deliver an improvement in exhaust flow, which unleashes
an increase in horsepower gain from the left side engine bank.

Both exhaust manifolds have a 2.25" flange exit opening, but the 'new' 1968 unit has a more efficient header exit passage,
with a less restrictive bend, resulting in an increase of nearly 40% more exhaust flow.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------------

Both the 1967 Charger 383 and 1968 Charger 383 utilize the 'same' Passenger-side exhaust manifold (Casting #2532464).

The Exhaust System piping is the same size for both Models. The primary piping carries a 2.25" diameter to each
'low-restriction flow muffler'. The tail-pipe leaves the muffler with a 2.25" size, but is tapered down to a 2.00" diameter
as it crosses over the rear-axle, and then ends with a 1.88" tail-opening.

But, in the 1968 Charger 383, if you order the 'Exterior Decor Package', the tail-pipe leaves the muffler with a 2.25" size,
and is also tapered down to 2.00" diameter as it crosses over the rear-axle. But the 2.25" diameter is returned to the
pipe as it exits to the end with a 2.25" opening for the Chrome-Tipped extension.

Re: 1968 Dodge Charger
 

'Did We Miss Something At The '1967 Dodge Rebellion, And Did We Now Catch '1968' Dodge Fever'

Part 4

There is a difference in the Engine Fan assembly. The 1967 Charger uses a 'standard' 17" 4-Blade Fan,
mounted directly to the Water Pump drive.

The 'new' 1968 Charger 383 uses an 18" 7-Blade Fan, with the addition of a Fan-Clutch (Part #2863216).

The 7-Blade Fan provides addittional cooling, and the Fan-Clutch reduces drag on the Engine, which helps
prevent Horsepower 'loss', resulting in a saving of (5 to 7 Horsepower).
---------------------------------------------------------------------------------------------------------------------------------------------

We found no other mechanical differences between the 1967 Charger 383, and the 1968 Charger 383,
as the transmissions, clutches and shifters are identical.

The only other item, was that the 1967 Charger does come through with the Tachometer as 'standard equipment',
while this is an 'option' on the 1968 Charger.

Re: 1968 Dodge Charger
 

High Performance Car Magazine

Final Comparison Analysis Beteen the 1967 Charger '383' and the 1968 Charger '383'.

The results are not even close. The 1968 Charger out-performs the 1967 Charger in a match-up
of Drag Strip Performance. Though each car weighs the same and have equal drive-trains, the
1968 '383 Engine surpasses the 1967 '383' Engine hands-down.

At the Drag Strip, the 1968 power-plant showed nearly 8/10's quicker Elapsed Times with our
4-Speed Car Tests. And Top Speed resulted in a 5.4 MPH gain.

Based upon Chrysler's current 330 Horsepower Rating of the 1968 383 4-Barrel, we feel that this
power-plant puts out nearly {+40} more Horsepower than the 1967 383 4-Barrel Engine.

Horsepower Gains for the 1968 Charger '383' over the 1967 Charger '383
* Cylinder Heads............+ 15 HP
* Intake Manifold............. + 8 HP
* Carburetor.................... + 6 HP
* Exhaust Manifold.......... +7 HP
* Fan-Clutch.................... + 5 HP


http://cdn.faxonautoliterature.com/A...68DodgeOSL.jpg

1968 Mid-Year Improvements
* A 'new' Unsilenced Air-Cleaner
* Switching from the Inland 4-Speed Shifter to a Hurst 4-Speed unit with improved linkage.

High Performance Car Magazine (overview)
* Limited Production of 4-Speed Charger '383' cars
* No options for suspension or handling packages
* 3.23 Open-Rear as 'standard equipment'
* 3.55 Gears as only optional gear-ratio available
* No Horsepower-upgrade option for the 383/330 HP 'H-Code' engine

Though we appreciate Dodge in their efforts to deliver a Gentleman's Musclecar with a 'new'
potent 383 4-Barrel big block engine, we have a few suggestions.

1) Offer an option for the Charger 383 with an 'S-16' Heavy-Duty Suspension/Handling Package, which
would include; A) Heavy-Duty .92 torsion bars, B) Heavy-Duty Front Shocks, C) Heavy-Duty
Leaf Springs, D) Rallye Wheels, E) F-70 x 14" tires, F) 11" Drum Brakes and G) 3.55 Gears
with Sure-Grip Rear.

This could be called the 383 'S-16', with exterior badging on the front fenders and trunk lid rear panel.

Re: 1968 Dodge Charger
 

1968 Dodge Charger R/T (Not the Charger 383)

Dodge Charger R/T, with the 440/375 HP, called the '440 Magnum'

Shipping Weight....#3737 Lbs. ~ 375 HP = 9.96 Wt/Hp

1968 NHRA Class
Stock......................D/S or D/SA
Super/Stock..........SS/F or SS/FA

Production Numbers.....17,584

* Automatics...................14,366
* 4-Speed..........................3218

The R/T was equipped with 'Suspension upgrades'

* Drum Brakes...... 11" x 3.00" (Front) and 11" x 2.5" (Back)
* Torsion bars........ .92
* Front Sway-Bar... .94
* Special Heavy-Duty Front Shocks (Code - #S02)
* Heavy Duty Leaf Springs - 6-Leaf (Left) and 5.5 Leaf (Right)
* 26" Radiator (Code A1)
* 'Scat-Pack' Bumble Bee Stripes

http://ts3.mm.bing.net/th?id=H.47997...41918&pid=15.1

Re: 1968 Dodge Charger
 

1968 Dodge Charger R/T '440 Magnum'

375 Horsepower @ 4600 RPM's
480 Foot Pounds of Torque @ 3200 RPM's

* 4-Speed - w/3.54 Dana.................... 14.40 @ 96.8 MPH
* Automatic - w/3.23 Sure Grip........... 14.87 @ 94.3 MPH
* Automatic - w/3.55 Sure-Grip........... 14.53 @ 95.5 MPH

The 440/375 HP featured 2.50" exhaust pipes, with 2.25" tail-pipes, and a 2.25" 'H-Pipe'.

While the Automatic Transmission in the 383 carried a 2300 RPM Stall Torque-Converter,
the R/T '440 Magnum' utilized a 2000 RPM Torque-Converter.

The '440 Magnum' was also equipped with a heavier-rated 727-B Torque-Flite which
had an additional Pinion {8-Pinions in total}, and a larger Output-Shaft.

While both Mopar 440 and 383 Big-Blocks were equipped with 11" Clutch Units in the
A-833 4-Speed, the '440 Magnum' had the heavier-rated Clutch-Disc and Pressure-Plate.

Re: 1968 Dodge Charger
 

1968 Dodge Charger R/T '440 Magnum'

http://ecx.images-amazon.com/images/...500_AA300_.jpg

http://www.atticpaper.com/prodimages...dodgefever.jpg

Re: 1968 Dodge Charger
 

1968 Advertisement

Let Boch Dodge Turn Your 383 4-Barrel Into A 383 'Magnum HP' With Our
Dealer Only Engine Performance Kit.

For $383 you can turn your 383 into a 'Magnum HP'

Our Performance Parts Department can offer you an 'over-the-counter' 'Magnum HP Kit',
which will add over 50 Horsepower to your 383 Big-Block giving you an output of
383 Horsepower.

Performance Kit includes,
* 383 'Magnum HP' Camshaft
* 440 Valve Springs
* Special Intake Carburetor Adapter
* Holley 780 CFM Carburetor
* Unsilenced Air-Cleaner
* Distributor Advance-Kit
* Cyclone Headers
* High Pressure Fuel Pump

383 'Magnum HP' Camshaft (Hydraulic)
Lift...............450/.465
Duration..... 276*/292*
Overlap...... 54*

This Camshaft is more aggessive than the 440 HP Camshaft.

http://i.ebayimg.com/t/1968-1969-DOD...yyg~~60_35.JPG

Re: 1968 Dodge Charger
 

Motor Trend (December 1967)

Road Test, 1968 Dodge Charger R/T ('440 Magnum' - w/Automatic and 3.23 Sure-Grip)

Performance.......14.90 @ 95.5 MPH

* Respectable, despite absolutely no traction with the F70 x14" tires.

http://www.coverbrowser.com/image/motor-trend/169-9.jpg

Re: 1968 Dodge Charger
 

'Just What The Doctor Ordered'

Several Southern California Dodge Dealers partnered with Cragar Wheels to market a
1968 Charger R/T '440 Magnum' with a "Cragar Performance Package".

Cragar S/S Wheels, Cyclone Headers and a Dodge Maximum Performance
(ignition-kit and carburetor jet-kit) installed.

The Charger R/T '440 Magnum' 4-Speed with 3.54 Sure-Grip Gears advertised as
running a 13.80 @ 103 MPH.

http://ts1.mm.bing.net/th?id=H.50219...69168&pid=15.1

Re: 1968 Dodge Charger
 

July 6, 1967 (Dodge Press Release)

Dodge unveil's the new 1968 Charger R/T '440 Magnum' at Chrysler's Chelsea Proving Grounds.

Public Relation's Manager Frank Wylie, is pleased with the car's performance, and sends information to Hot Rod Magazine listing
the Charger R/T specifications and performance results.

Charger R/T '440 Magnum' with Automatic Transmission and 3.23 Sure-Grip Rear.

1/4 Mile Performance.......14.66 @ 97.4 MPH

Base Price - $3506

http://image.hotrod.com/f/incoming/9...front_view.jpg

Re: 1968 Dodge Charger
 

Street and Strip (October 1967)

Street and Strip Magazine tests the 1968 Charger R/T '440 Magnum'

We were supposed to receive a new 1968 Charger R/T with a '426 Hemi', but when we got to the
Dodge Storage Facility on the West 51st Street in Manhattan, we were given a 'Bronze Metallic'
Charger R/T with a '440 Magnum' as our 'Test Car'.

The new stylish Charger was equipped with a Torque-Flite Automatic Transmission, and a
3.23 Sure-Grip rear-end. The Charger R/T was also equipped with - an upgraded interior with
Bucket seats, Console, Dashboard Rallye Guage Package with an 8000 RPM Dash-mounted
Tachometer. The black Vinyl-Top and rear deck Bumble-Bee black-stripe added nice exterior
appointments to the 117" Wheelbase and 208" elongated car.

Other added options included; Front Disc-Brakes, Power-Steering, 26" Radiator and Fan-Shroud,
Tinted-Glass, Exterior Decor-Trim and the 'stylish' 14" x 5.5" Chromed Road Wheels with
F-70 x 14" 'red-line' Goodyear tires.

Though we were disappointed in not getting the '426 Hemi' we were still pleased with getting a '440'
instead of the slug-383.

A quick look at the 'Dealer Price Book', we found that a 4-Speed Transmission is 'standard' with the
Charger R/T (Base Price; $3506), and that the Automatic Transmission is an additional $186

Our Charger R/T had a sticker price of $4317

Our 3-Week long 'performance test' will include, Elapsed-Time tests performed at WestHampton Raceway
on Eastern, Long Island and follow-up perfomance upgrades at Rockville Centre Dodge on Sunrise Highway.

The Charger R/T '440 Magnum' with a shipping weight of #3737 lbs, rates at 375 Horsepower, and as per the
1967 Drag Rules, the Charger would fit into the the NHRA 'B/SA' Class, and the AHRA 'C/SA' Class.

Performance Test

Running in 'delivered' condition, a series of 'break-in runs' were performed first, to get the feel of how the 3700+ lb.
Charger R/T would handle down the track and through the traps.

After we got the feel of the Charger, we were able to run several 1/4 Mile 'accelerated elapsed time tests' - with the car
performing between 14.62 and 14.88, with speeds between 94 and 96.4 MPH.

Our best run was - 14.62 @ 96.4 MPH

Our tests were run, by keeping the Torque-Flite Transmission in 'Drive', and leaving the starting line at idle (1100 RPM's),
as the Charger R/T had to be feathered off the line, to help prevent the F-70 X 14 tires (6.55" wide and 26.45" diameter)
from spinning into oblivion.

Once we were able to get a steady traction-load, we dropped the gas-pedal to the floor and the Goodyears still broke loose
while the Charger accelerated steadily. We found the 440/375 HP pulled very strong, and the Torque-Flite had shifts points of
4000 RPM between 1st-and-2nd, and 4600 RPM between 2nd-and-3rd.

The Dash-mounted Tachometer has a 5000 'red-line', but the 440 pulled into the 5200 RPM range without a problem, and
there were no valve-float problems with the Hydraulic-tappet Camshaft and High-Rate Valve Springs.

We will follow up, with a visit to Rockville Centre Dodge for our 'check-up' and recommended performance up-grade before
returning to the West Hampton Raceway.

http://0161fbb.netsolhost.com/Dodge/68dodgefvr3carb.jpg

Re: 1968 Dodge Charger
 

'Speed and Custom' was later changed to 'Street and Strip'

http://thumbs3.ebaystatic.com/m/m6Ch...HwLMNA/140.jpg

Charger R/T '440 Magnum' Perfromance Test

After running a previous best of 14.62 @ 96.4 MPH - the car was brought to Rockville Centre Dodge
outside of Hempstead, Long Island - located on Sunrise Highway.

Their first job at task, was to make improvements to the ignition timing, by re-curving the distributor,
and installing a set of colder Champion Spark-Plugs (from J12Y to J11Y).

The crack Performance Staff also tweaked the Carter 750 AVS Carburetor, by making the neccessary
changes to the Primary and Secondary Jets, as well the Primary Metering/Step-Up Rods.

When we left the Dealership, we could feel the improvemts immediately, as the Charger R/T was more
responsive, and had more of a kick when depressing the gas-pedal.

We were more than pleased with the improvements, as we headed back out to Eastern Long Island for another
accelerated performance test.

This time, we removed the Air Cleaner Top, and disconnected the vacuum-advance from the Distributor. We
also made the correct timing advances as per the 'script' given to us by Rockville Centre Dodge, and we were
ready to go.

Following the same racing style as last time, the Charger R/T let go with more 'V-Room', and literally flew down the
'1/4 Mile Track' and surprised us with an initial run of 14.35 @ 97.9 MPH.

Several follow up runs were consistent, and we hit a best of 14.29 @ 98.3 MPH, while still burning the F-70 x 14" Tires.

Re: 1968 Dodge Charger
 

http://thumbs3.ebaystatic.com/m/m6Ch...HwLMNA/140.jpg

Though we were pleased with the Charger R/T and its performance after a few tuning modifcations, we
brought the car back to Rockville Centre Dodge for our 'second-set' of improvements.

This time, they installed a 'heat-riser' between the cast iron Intake Manifold and Carter AVS Carburetor,
to help prevent 'vapor-lock' which we experienced on back-to-back test runs.

This plate will also improve the Venturi-Effect of the Carburetor which will improve Top-End performance.

The Staff also installed a copper-plate between the Intake Manifold and Cylinder Hear heat cross-over passage,
to prevent heat from travelling to the Carburetor-base on the Intake.

And, their ignition expert Thomas, swapped out our ignition wires for a Performance set from Chrysler.

And for a treat, the staff put the Charger R/T on the lift, and performed a rear-end swap out in record time,
by removing the Stock 3.23 Sure-Grip Rear, and installed a set of 4.10 Gears that were already in a
#742 Case with a Sure-Grip unit.

Upon leaving the Dealership, we punched the gas-pedal as soon as we hit Sunrise Highway, and the
Charger R/T 'launched' like a Rocket, pinning us back in our bucket seats.

We couldn't wait to get to the Track.

Re: 1968 Dodge Charger
 

http://thumbs3.ebaystatic.com/m/m6Ch...HwLMNA/140.jpg

Our 'third' timed accelerated adventure was highly anticpated with the additional improvements.

After removing the air cleaner top, we made our timing adjustments and set the timing at 34* @ 1500 RPM.

We even loosened the power steering pump belt, which foolishly was not done before. Now with the Charger R/T
equipped with 4.10 Gears, we expected some fun.

Coming off the starting line at an 1100 RPM Ide, and with the car left in 'Drive' for complete automatic shifting
and with F70 x 14" Goodyears, we experienced a launch like very few other big-blocks.

The result a 13.81 @ 103.9 MPH.

A few more passes were taken, and we put down a best of 13.72 @ 104.6 MPH which was better than we expected.
The 4.10 Gears helped eliminate off-the-line wheel spin, and helped kick the 440 into it's power range much sooner.
The gears knocked off (-.57) off our previous Elapsed Time, giving us an idea of further lowering the Charger R/T's
performance as we headed back to Rockville Centre Dodge with good news.

Re: 1968 Dodge Charger
 

http://thumbs3.ebaystatic.com/m/m6Ch...HwLMNA/140.jpg

Now we were running an 'par' with the '426 Street Hemi' with nothing more than 4.10 Gears and
some intelligent Timing improvements and Carburetor adjustments.

Though we had to return car back to Chrysler within two-weeks, we still had the opportunity for
one more modification by Rockville Centre Dodge.

At the Dealership we saw a set of Doug's Headers, but we couldn't hack up the exhaust system
on our 'Test Car'. The crack staff suggested a few more subtle modifications that would go
undetected by the Chrysler Executives.

The first task, was to make some harsh adjustments to the 727 Torque-Flite. What they did was
replace the 'Governer Assembly' which would increase the shift points by approximately 800 RPM's.
Then they installed a shift-plate kit, and changed the 'Control Valve Spring' to up the shift point
between 1st and 2nd.

Then for suspension, they installed a tall-nose rubber bumper on the pinion snubber, and added
clamps to the front portion of the leaf-springs.

And before we left, they gave us a set of 8.50 x 15" Cheater-Slicks mounted on a set of 15" x 6"
Dodge chromed-trimmed road wheels that matched the style of the Charger R/T's wheels, along
with a small scissor jack.

Once we got to WestHampton Raceway the next day, we immediately went to work, by adjusting
the timing and installing the slicks.

A good power-brake warmed up the slicks, and now we would be shifting the Torque-Flite 'manually'.
And instead of coming off the line at 'Idle', we would now be leaving at a 2500 RPM power-brake.

The 'first run' was a thrill, as the Charger R/T left the line with vociferous sound, and shot out quickly.
Shifting into 2nd-gear at 4600 RPM's came with a solid-bang, instead of the stock smooth hit. And
at 4700 RPM's we shifted into 3rd with another hard-slam. The Charger R/T was flying.

The result, an eye-opening 13.27 @ 107.9 MPH

Though we didn't need to go any further, we still made 6 other runs with different shift points, resulting
in a best of 13.22 @ 108.4 MPH

Re: 1968 Dodge Charger
 

Speed and Custom (October 1967)

http://thumbs3.ebaystatic.com/m/m6Ch...HwLMNA/140.jpg

1968 Charger R/T '440 Magnum' Overview

We were extremely pleased with the performance of the stock R/T, and the upgrades performed
by Rockville Centre Dodge were impressive.

Our Charger R/T was able to reach a best of 13.22 @ 108.4 MPH, and we believe with a proper
set of tuned Headers, blueprinted Cylinder Heads and 4.56 Gears we could be hitting 12.70's and
be within a 'stones throw' of the current 1967 B/SA NHRA Record.

The NHRA rules will be changed for the 1968 season, and the Charger R/T '440 Magnum' will fit
into the D/SA Class (9.50 - 9.99 Wt/Hp). We wonder what Dodge Dealership or 'factory-backed racer'
will be the first to catch 'Dodge Fever' with a 'Magnum 440'.

Re: 1968 Dodge Charger
 

R/T,

The 'Speed and Custom' article stated that if you left the gear-selector in 'Drive',
the 727-B Torque-Flite in the Charger R/T '440-Magnum' up-shfted at;

'1st-to-2nd' up-shift @ 4000 RPM's
'2nd-to-3rd' up-shift @ 4500 RPM's.

Stock Jets sizes for the Carter AVS (#4617 or #4618) were (.101 Primary) and (.095 Secondary)

The article did not state what sizes they up-graded to, but the Jet sizes go up in .003 size incriments.

http://www.mymopar.com/brochures/196...pack-02-03.jpg

Re: 1968 Dodge Charger
 

The 'Best' Dodge Charger R/T 'promotional ads'

http://www.motorbase.com/uploads/pic..._Museum__N.jpg

http://farm7.staticflickr.com/6158/6...e5ba5ce1_b.jpg


http://i.ebayimg.com/t/1968-DODGE-CH...)rIw~~60_3.JPG

Re: 1968 Dodge Charger
 

1968 Dodge Charger (Magazine Articles)

(10/67) - Motor Trend.................................Charger 383
(12/67) - Motor Trend.................................Charger R/T 'Magnum 440'

(10/67) - Car and Driver.............................Charger 383
(11/67) - Car and Driver.............................'Hemi Charger'

(10/67) - Speed and Custom.....................Charger R/T '440 Magnum'

(10/67) - Car Life.........................................Charg er 383
(4/68) --- Car Life.........................................The Dodge Scat Pack 'Hemi Charger'

(10/67) - Hot Rod..........................................Charg er R/T 'Magnum 440'

(10/67) - Popular Hot Rodding....................Charger 383
(12/67) - Popular Hot Rodding....................'Hemi Charger'
(1/68) --- Popular Hot Rodding....................Charger R/T 'Magnum 440'

(12/67) - High Performance Car..................Charger 383 and Charger R/T 'Magnum 440'

(11/67) - Super Stock & Drag Illustrated.... Charger 383
(4/68) -- Super Stock & Drag Illustrated......'Landy's Hemi Charger' 'AHRA Stocker'

(11/67) - Car Craft.........................................Char ger R/T 'Rapid/Terrific'
(1/68) --- Car Craft.........................................'Dic k Landy's 68' Hemi Charger SS/B'
(3/68) --- Car Craft.........................................Char ger R/T

(11/67) - Modern Rod & Drag Strip.............Charger 383
(2/68) --- Modern Rod & Drag Strip.............'Hemi Charger'

(2/68) --- Drag Strip Magazine....................'Hemi Charger' and 'Dick Landy'

(5/68) --- Rodder and Super Stock...............Charger R/T 'Magnum 440' Wedge Tech

(12/67) - Popular Mechanics.........................Charger R/T 'Magnum 440'

(4/68) --- Popular Science.............................Charger R/T 'Magnum 440'

(12/67) - American Rodding..........................Charger 383
.
(3/68) --- Road Test Magazine......................'Hemi Charger' - 'Dodge's Larger Charger'

(3/68) --- Hot Rod Pictorial.............................No.2 Hot Rod, Car Craft, Rod & Custom Magazines

http://i.ebayimg.com/t/HOT-ROD-Picto...-Mg~~60_12.JPG

Re: 1968 Dodge Charger
 

Car and Driver (November 1967)

1968 'Hemi Charger R/T'

425 Horsepower @ 5000 RPM's
490 Ft/Lbs. of Torque @ 4000 RPM's

4-Speed Manual with Dana Rear
3-Speed Automatic with 8 3/4" Rear

Standard Gears; 3.23 Sure-Grip
Optional Gears; (3.54 with Dana) and (3.55 with 8 3/4")

With the '426 Hemi' installed in the 1968 Charger R/T, structural reinforcements have been added to the Sub-Frame.
* Anchor plates have been added to each forward point of the mounting base for the rear Leaf-Springs
* Pressed steel-plates have been added to the floor surface above front mounting points of the rear Leaf-Springs
* Bulkheads have been added to the frame-rail section ends at the rear Shackle mounting base points for the rear Leaf-Springs
* A welded steel-plate has been added the sub-floor section directly above the Driveshaft-Rear End yoke.
* A 'specific' K-Frame unit is installed, with a special 'Skid-Plate' welded to the frame.
* The 426 Hemi' will receive a 6-Quart Oil Pan.



http://www.coverbrowser.com/image/ca...river/83-5.jpg

Re: 1968 Dodge Charger
 

'Street Racing A Street Hemi'

Though the 1968 'Hemi Charger' is an '8-Barrel Beast', it is not all it is cracked up to be
without proper tuning and adjustments.

Our 'Press Test' car was equipped the famed '426 Hemi', which comes standard with
Heavy-Duty Suspension, Heavy-Duty Shocks, and 15" x 6" Road Wheels with F70 x 15"
Goodyear Red-Line Tires.

The car was also equipped with a 727-B Torque-Flite Automatic Transmission and
Front-Disc Brakes, which surprisingly are 'options' on the Hemi Charger.

The Rear-End is the standard 'tried-and-true' 8 3/4", and is equipped with a standard
3.23 Geared Sure-Grip unit.

In our 'intial tests', we experienced 'off-the-line' issues and a lack of low-end torque.
Our best E.T. was a somewhat disappointing 14.04 @ 101.4 MPH.

What we did find, is though the '426 Hemi' is a beast on the track with racer modifications,
in Street -Trim it leaves much to be desired, and can easily be outrun by a properly tuned
'Magnum 440' with 4.10 Gears.

But, with 'fine-tuning', and a step or two up in gears, we feel the 'Hemi Charger' with the
727-B Torque-Flite can be one of the Top Street Racers. We will see what the 1968
'Hemi Charger' does after a one-stop visit to our local performance Dodge Dealership
and a follow up Track Test next week.


http://www.hemmings.com/story_image/...00-0.jpg?rev=1

Re: 1968 Dodge Charger
 

Street Racing The Street Hemi

A visit to our New York Dodge Dealership, which has a well-respected Perfomance Staff was needed.
We were well received by a group of mechanics who were called 'Hemi-Heads' who knew their stuff.

They laughed at our recent Drag Strip results, and informed us that the '426 Street Hemi' is useless on
the street, unless you know how to make the proper adjustments in tuning and ignition.

Their top 'Fuel Specialist', a fellow by the name of 'Monk', immediately pulled the twin Carter AVS (625 CFM)
carbuertors off of the Intake Manifold, put them on a clean steel-bench and tore them apart like a Sea Otter ripping
apart Mussels.

As he told us, they need to be 'massaged' to make them work well on the Street, and his wide assortment of
Carter Carburetor performance parts (Jets, Metering Rods, Springs and Accelerator Pumps) gave us the
feeling that he had done this before. Like a 'Skilled Surgeon' he made the improvements and put the
AVS Carburetors back together like they were never opened.

Of course, he would not tell us his 'secrets', but he confidently told us, that everything he does, 'works to perfection',
as he bolted the 'two' gas-guzzlers back on the Aluminum High-Rise 'in-line' intake.

'Step 2', was the Ignition Timing, as our 'Street Hemi' was like an 'lumbering lug' off the line when we ran
it at the Drag Strip during accelerated timing tests.

Our 'Ignition Specialist' was an older gentleman named 'Leo', who was an old-time Drag Racer who was an
expert at dialing in Big-Block Mopars, from 383's to Max-Wedges to 426 Hemi's.

The first thing Leo did was pull the plugs and throw them in the shop trash can, and then yanked the ignition
(spark-plug) wires off and put the on the bech. The next task, was removal of the Dual-Point Distrbutor,
in which Leo boldy stated 'This is your F***ing problem'.

Instead of working on the original Distributor, Leo gave us a completely reworked brand new unit that he had wrapped up in
soft-cloth. With special springs and advance-weights, Leo said to make sure each point unit has a .017 Gap, and to check the
the gap-clearance regularly. The 'new' Champion Spark Plugs (N10Y) were then installed with a precision .035 Gap.

For Ignition Wires, Leo gave us his 'specialty set' of 8MM metallic-core wires that are a Race-appplication only set.

Then for the 'Icing-on-the-Cake', Leo took the Hemi Charger over to the Dyno-Unit, and dialed the 426 Hemi in at
14* BTDC (Stock is 12.5*) with a slight-advance, and set the Total Advance at 34* which kicks in at 2800 RPM.

'Step 3' was for 'gearing and suspension', which we were directed to 'Jimmy B'. And as 'Jimmy B' said, we can't
play with 3.23 Gears. Instead we were treated to a set 3.91 Gears which would give us our much needed launch
which would correct our previous 'off-the-line' issues.

Finishing off, 'Jimmy B' added an adjustable Pinion Snubber to the #742 Casing, which will help prevent the Rear-End
unit from twisting off the line during vicious launches and keep the driveshaft in alignment. Also, a set of Clamps
were added to the front section of the Leaf-Springs (before the axle-unit) to help transer more down-force to the
rear wheels.

The 'final addition' was a set of Goodyear F60 x 15" tires. Though they are not as good as set of 8" wide Cheater Slicks
that we had preffered, they are much better than the F70 x 15" Red-Line units that came with the 'Hemi Charger' and also
fit nicely within the large wheel-well.

Return To The Drag Strip

With the 'air-cleaner' unit lifted to allow for an unrestricted air-flow, and the vacuum-tube removed from the distributor
vacuum-advance and the timing re-set to our track specifications, we were ready to 'unleash' or recalibtated
'Street Hemi'.

Putting the 'Hemi Charger' console shifter in 'D", and adding a little force to the gas-pedal for a 2800 RPM
power-brake line launch, we left the line is a smooth steady pull while we 'punched-it-out'.

Like 'night-and-day' between our last experience, this time the 'Hemi' took off and by the time it automatically
shifted into 2nd-Gear at 4500 RPM's we knew we'd be happy.

Our result was a solid 13.49 @ 105.7 MPH

'Three' follow-up runs with the same 'Launch-and-Shift' pattern resulted in the nearly the same Elapsed Times
between 13.48 and 13.57.

The next runs were performed by 'manually shfting' the Hemi Charger, and leaving the line a little more aggressively
with a higher 3200 RPM power-brake line-launch.

Dropping the console shifer into '1', and coming off the line harder, we held on up to 4800 RPM's before hitting '2nd"
as the Hemi zoomed down the strip. We went into '3rd' at the same RPM's and zapped the Trap Lights in blurring
fashion.

Our result was an impressive 13.29 @ 107.8 MPH

We kicked the Hemi Charger back to the line 'two' more times with 'back-to-back' runs of 13.27 before the Temperature
Guage started to read levels that were close to the surface of the Sun.

Now We Have A 'Certified' Street Racing Street Hemi

http://www.hemmings.com/story_image/...00-0.jpg?rev=1

Re: 1968 Dodge Charger
 

Car Craft (November 1967)

1968 Dodge Charger R/T 'Rapid/Terrific'

Hemi Charger

Production Numbers (475)
* 4-Speed...........(211)
* Automatic.........(264)

* Car Weight....................#3754 lbs.
* Horsepower....................425 lbs.
* Weight/Horsepower......8.83 Wt/Hp

The NHRA has re-factored the 426 Hemi 425 Horsepower rating, to 465 HP and the 'Hemi Charger' will qualify for the
A/S or A/SA Stock Class.

The 'Hemi Charger' also is positioned in the NHRA SS/D or SS/DA Class for 1968.

Both the 'Hemi Charger R/T' and Charger R/T 'Magnum 440' were the same cars suspension wise, with both having
Heavy-Duty Suspension and Heavy-Duty Shocks, and the same Rear-End units. Both R/T cars came through with
11" Heavy-Duty Drum Brakes as standard equipment.

But, the 'Hemi Charger' had sub-frame structral reinforcements and a special 'K-Frame'.

For the 727-B Automatic Transmission, the '440' utilized (Part #2801541) which was a Heavy-Duty unit. But the
'Hemi Transmission' (Pary #2801544) was equipped with special components which included (special gaskets,
heavy-duty front housing pump and bushing, heavy-duty internals, along with '5' front clutches).

The 10.75" Torque Converters were different, as the '440' utilized (Part #2801359) a unit with a 2000 - 2200 RPM stall.
The 'Hemi' unit (Part #2801766) had a higher stall rate between 2650 - 2850 RPM's.

The '440' used a 6-Bolt Flex-Plate, and the 'Hemi' used an 8-Bolt Flex-Plate.

Both R/T cars used the same A-833 4-Speed Transmission - Code #046 (Part #2892047), which came through with
an '18-Tooth' coarse design spline, a stronger extension and heavier case.

Each used the same 11" Borg & Beck (Type #1756) clutch-disc with a 7" face-plate and high load-rated springs (Part# 2768162)

The '440' used an 11" Pressure-Plate (Part #2800857), while the 'Hemi' used an 11" Pressure-Plate (Part #2768160).
Both units had the identical spring-pressure rate, but the 'Hemi' unit had less assisted-rollers.

The '440' used a 6-Bolt Flywheel, and the 'Hemi' used an 8-Bolt Flywheel.

The '440' used the same Bel lHousing as the 383 (Part #2892260). The 'Hemi' used a special heavy unit which had a
ring-cast added for extra strength (Part# 2892257).

Both R/T's drive-train utilized a 3.00" diamter tube driveshaft.

http://www.coverbrowser.com/image/car-craft/136-2.jpg

Re: 1968 Dodge Charger
 

1968 Dodge Charger (Magazine Performance Results)

Charger 383
15.15 @ 92.1 .........(4-Speed w/3.23 Sure-Grip)
15.30 @ 90.2 .........(Automatic w/3.23 Sure-Grip)
15.47 @ 91.0 .........(Automatic w/3.23 Sure-Grip)
15.46 @ 89.1 .........(Automatic w/3.23 Sure-Grip)
15.35 @ 91.7 .........(Automatic w/3.23 Sure-Grip)
15.47 @ 91.0 .........(Automatic w/3.23 Open-Rear)


Charger R/T 'Magnum 440'
14.53 @ 95.5 ..........(4-Speed w/3.54 Sure-Grip)
14.40 @ 96.8 ..........(4-Speed w/3.54 Sure-Grip)
14.61 @ 96.1 ..........(Automatic w/3.55 Sure-Grip)
14.90 @ 95.5 ..........(Automatic w/3.23 Sure-Grip)
13.80 @ 103.1.........(4-Speed w/3.54 Sure-Grip) ----- (Southern California Dodge Dealerships - Cragar Performance Package)
14.66 @ 97.4 ..........(Automatic w/3.23 Sure-Grip)
14.62 @ 96.4 ..........(4-Speed w/3.54 Sure-Grip)
13.22 @ 108.4 ........(Automatic w/4.10 Sure-Grip) ---- (Rockville Center Dodge Dealership Prepared)
14.29 @ 98.3 ..........(4-Speed w/3.91 Sure-Grip) ------ (Dealer Installed Gears)
14.87 @ 94.3 ..........(Automatic w/3.23 Sure-Grip)
14.89 @ 97.4 ..........(Automatic w/3.32 Sure-Grip)
14.48 @ 95.6 ..........(4-Speed w/3.54 Sure-Grip)
14.57 @ 95.1 ..........(4-Speed w/3.54 Sure-Grip)
14.26 @ 97.1 ..........(4-Speed w/3.54 Sure-Grip)
14.50 @ 95.3 ..........(4-Speed w/3.54 Sure-Grip)

Charger R/T 'Hemi Charger'
13.50 @ 105.0 .......(Automatic w/3.23 Sure-Grip) ----- (Factory Prepared 'Press Test Car')
14.04 @ 101.4 .......(Automatic w/3.23 Sure-Grip)
14.11 @ 100.1 .......(Automatic w/3.23 Sure-Grip)
13.54 @ 105.1 .......(4-Speed w/3.54 Sure-Grip)
13.90 @ 104.0 .......(4-Speed w/3.54 Sure-Grip)
14.06 @ 103.5 .......(Automatic w/3.23 Sure-Grip)
13.50 @ 105.2........(Automatic w/3.91 Sure-Grip) ----- (Dealer Installed Gears)
13.99 @ 102.2 .......(Automatic w/3.55 Sure-Grip)
13.29 @ 107.8 .......(Automatic w/3.91 Sure-Grip) ----- (Cy Greene Dodge Dealership Prepared)
15.20 @ 94.5 .........(Automatic w/3.23 Sure-Grip)

Re: 1968 Dodge Charger
 

Car Life (April 1968)

How Much Scat In The Scat Pack ?

The famous 'Performance Test' where the 'Hemi Charger' with an Automatic and 3.23 Sure-Grip
'flopped miserably' with a 15.20 @ 94.5 MPH in the 'timed accelerated tests'.

As per the Car Life Test Staff, the (Yellow; Paint Code #SS1) 'Hemi Charger' sounded like it is was
'shooting ducks' as it lumbered slowly off the line, and popped and back-fired all the way down the
Quarter-Mile Track.

Rattling exhaust and flat out 'slow', as the 'Hemi Charger' couldn't even break the 15-Second Barrier.
By far, the worst running 'Hemi' we ever tested.

http://i.ebayimg.com/t/Car-life-apri...phQg~~60_3.JPG

Re: 1968 Dodge Charger
 

Popular Hot Rodding (October 1967)

Charger 383

The 'only' performance test with a Charger 383 (4-Speed) with a 3.55 Sure-Grip Rear.

Performance........14.92 @ 95.1

http://thumbs1.ebaystatic.com/m/mFpe...OjBPOQ/140.jpg

Re: 1968 Dodge Charger
 

Paul, What was the total production of the '68 Charger? Do you have that by engine breakdown?

Re: 1968 Dodge Charger
 

1968 Dodge Charger (Production Numbers)

Charger 383
* Total Production.......19,012

* Automatics................18,754
* 4-Speeds........................258

Charger R/T 'Magnum 440'
* Total Production.......17,584

* Automatics................14,366
* 4-Speeds....................3,218

Charger R/T 'Hemi Charger'
* Total Production............475

* Automatics.....................264
* 4-Speeds.......................211